Justia Contracts Opinion Summaries

An arbitration provision in a maritime insurance policy is enforceable despite law in the forum state assertedly precluding its application. This case concerned the scope of insurance coverage Galilea bought for its yacht. The Ninth Circuit held that the Federal Arbitration Act (FAA), 9 U.S.C. 1-16, applied to the insurance policy but not the insurance application. In this case, the insurance application was not a contract, but the insurance policy was a contract subject to the FAA because the FAA constituted established federal maritime law for maritime transactions; federal maritime law was not precluded by Montana law under the McCarran-Ferguson Act, 15 U.S.C. 1012; and federal maritime law was not precluded by Montana law under M/S Bremen v. Zapata Off-Shore Co., 407 U.S. 1 (1972). The panel also held that the parties have delegated arbitrability issues to an arbitrator. Therefore, the panel affirmed the district court's order finding the policy's arbitration clause enforceable and affirmed the district court's order granting the Underwriters' motion to compel arbitration as to certain causes of action. The panel affirmed in part, reversed in part, and remanded. View "Galilea, LLC v. AGCS Marine Insurance Co." on Justia Law

The Fifth Circuit considered this case en banc to modify the criteria set forth in Davis & Sons, Inc. v. Gulf Oil Corp. for determining whether a contract for performance of specialty services to facilitate the drilling or production of oil or gas on navigable waters was maritime. The court adopted a simpler, more straightforward test consistent with the Supreme Court's decision in Norfolk Southern Railway Co. v. Kirby for making this determination. The court adopted a two-prong test to determine whether a contract in this context was maritime: First, was the contract one to provide services to facilitate the drilling or production of oil and gas on navigable waters? Second, if the answer to the above question was "yes," did the contract provide or do the parties expect that a vessel will play a substantial role in the completion of the contract? Applying the new test to this case, the court held that the contract was nonmaritime and controlled by Louisiana law, which barred indemnity. Accordingly, the court reversed the district court's grant of summary judgment for LDI and granted summary judgment for STS. View "Larry Doiron, Inc. v. Specialty Rental Tools & Supply" on Justia Law

The M/V Deep Blue purchased fuel from a supplier, the supplier purchased the fuel from an affiliate, and the affiliate subcontracted with Radcliff. Radcliff subsequently asserted a maritime lien on the Deep Blue in a bid to recover directly from the ship, giving rise to this litigation. The Fifth Circuit affirmed the district court's determination that Radcliff did not have a lien on the Deep Blue. Instead, a lien had arisen in favor of the global fuel supplier, and was duly assigned to ING Bank, an intervenor in the suit. View "Barcliff, LLC v. M/V Deep Blue" on Justia Law

GIC contracted with Freightplus to arrange for transport of a tugboat to Nigeria. Freightplus contracted with Yacht Path, who in turn contracted with IMC, as the vessel-operating common carrier. GIC filed suit against Freightplus when the tugboat did not discharge at the correct port, and Freightplus filed a third-party action against IMC. The court held that the non-vessel operating common carrier (NVOCC) and the vessel-operating common carrier (VOCC) relationship may give rise to a claim for maritime tort indemnity to the extent articulated in this case. Because the district court correctly determined that Freightplus was operating as an NVOCC and because its conclusion that IMC was negligent was not clearly erroneous, the court upheld its determination that IMC was liable to Freightplus. The court agreed with the district court's determination that Freightplus was not entitled to recover attorneys' fees from IMC. Because Freightplus has not demonstrated that IMC intended to release it from liability for the unpaid freight, the court affirmed the district court's judgment in this regard. Finally, the district court erred in barring IMC from proceeding against the tugboat in rem. Accordingly, the court reversed as to this issue and affirmed in all other respects. View "Gic Services, LLC. v. Freightplus USA, Inc." on Justia Law

This appeal stemmed from a dispute over a contract to perform flow-back services to improve the performance of an offshore natural-gas well when performance eventually required the use of a crane barge. At issue was the applicability of maritime or state law. The court agreed with the district court, applied the approach in Davis & Sons, Inc. v. Gulf Oil Corp., and concluded that the oral work order was the relevant contract and that it is a maritime contract. Accordingly, the court affirmed the judgment. View "Larry Doiron, Inc. v. Specialty Rental Tools & Supply" on Justia Law

Malin filed suit against OSA for the balance of its unpaid invoices for work, services, materials, and supplies that it had provided to OSA at the request of Con-Dive. The court affirmed the district court's denial of OSA's motion to vacate the attachment, concluding that, under Texas law, title to the bunkers at issue passed to OSA on delivery. OSA held title to the bunkers at the time of Malin's attachment, and title to property unquestionably suffices as an attachable interest under Supplemental Admiralty Rule B. Therefore, the district court had personal jurisdiction over OSA by virtue of the attachment of the bunkers on the vessel that it had chartered. The court affirmed the district court’s determination that no material issues of fact exist as to whether OSA received and ratified the invoices, including their interest and attorneys fees provisions. Thus, the court concluded that the district court committed no error in granting summary judgment for Malin. The court affirmed the judgment. View "Malin Int'l Ship Repair v. Oceanografia, S.A. de C.V." on Justia Law

Bulgarelli’s 36-foot boat ran aground on Lake St. Clair. Bulgarelli contacted a tow service, which dispatched a salvage vessel commanded by Captain Leslie. Leslie claims that he quoted the price of $250 per foot of length. Bulgarelli insists that the quoted price was $1,000–$1,200, and that Leslie assured him that insurance would pay. Bulgarelli signed the contract, which did not include a printed price, but has “$250.00 FT” scrawled in its bottom margin. Bulgarelli claims that handwriting was not present when he signed the paper and Leslie had exclusive possession of the sole copy of the contract. Calling this a “hard” grounding in high winds and very rough waters, Leslie claimed that the work took 29 minutes. Bulgarelli and a corroborating witness stated that the wind and water were calm, and that Leslie pulled the vessel free in less than 10 minutes. The tow company sought enforcement of a maritime lien. Bulgarelli counterclaimed for fraud, innocent misrepresentation, and reformation. Finding Bulgarelli and his corroborating witness credible, while finding Leslie not credible, the court made a finding that Leslie had quoted the price of $1,000–$1,200, intending to bill Bulgarelli’s insurance company for $9,000, and added the handwritten margin note after Bulgarelli signed the contract. The Sixth Circuit affirmed. View "St. Clair Marine Salvage, Inc. v. Bulgarelli" on Justia Law

Comar filed suit against vessel-owning LLCs after the LLCs decided to terminate an agreement with Comar in which Comar would manage the vessels on behalf of the LLCs. JPMorgan and Allegiance provided the financing for the vessel purchases and intervened to defend their preferred ship mortgages. The district court granted summary judgment in favor of JPMorgan and Allegiance. The court concluded that the district court correctly concluded that breach of the management agreements did not give rise to maritime liens; the court affirmed the district court’s grant of summary judgment in favor of Allegiance and JPMorgan; and the court did not reach whether the district court’s alternate holding that Comar was a joint venturer and therefore foreclosed from asserting a maritime lien was erroneous. The court also concluded that the district court did not commit reversible error in concluding that the termination-fee provision is unenforceable; the district court’s award to Comar is plausible in light of the record and not clearly erroneous; the district court did not clearly err in finding that Comar acted in bad faith when arresting the vessels and did not rely on legal advice in good faith; the district court did not clearly err in denying lost-profit and lost-equity damages; and the court concluded that the district court did not commit any other errors. Accordingly, the court affirmed the judgment. View "Comar Marine, Corp. v. Raider Marine Logistics" on Justia Law

Appellee Palm Energy Offshore, L.L.C. owned the mineral rights in an area of the Gulf of Mexico called the West Delta 55 block (“WD55”). Palm also served as the court-appointed manager for appellee H.C. Resources, L.L.C. (“HCR”) and its mineral holdings at another Gulf location, the Chandeleur 37 block (“C37”). Acting as HCR’s manager, Palm asked CM to service one of HCR’s wells at C37. CM agreed and chartered a lift boat, the L/B Nicole Eymard from appellee Offshore Marine Contractors, Inc. to perform maintenance work. The ship worked at C37 from July 18 until July 27. On July 27, Palm, now acting on its own behalf, asked CM to send the Nicole Eymard to WD55. CM dispatched the ship to WD55. After completing the job at WD55, the crew of the Nicole Eymard attempted to retract the ship’s legs from the ocean floor. The crew discovered that one of the legs was stuck. The crew worked to free the leg until August 18, when Offshore ordered the crew to sever the leg and return to port ahead of an approaching storm. In port, Offshore completed repairs on the ship on October 10. Offshore then sued CM and Palm for charter fees that accrued from July 15 to August 18, for “downtime charter” from August 19 to October 10, and for the cost of repairs. CM and Palm then filed various counter- and cross-claims against each other and Offshore. CM and Offshore’s claims against each other are governed in part by the terms of an oral charter agreement. CM and Palm’s claims against each other are governed in part by the terms of a Master Service Agreement (“MSA”), and in part by a specific work order. The MSA contained an indemnity agreement (“Indemnity Agreement”). After a bench trial, the district court held that CM owed Offshore for charter fees that accrued from July 15 to July 27 while the Nicole Eymard was at C37, and for charter fees that accrued from July 28 to August 18 while the ship was at WD55. The court held that CM could recover the same fees from Palm. The court held that neither CM nor Palm owed Offshore for downtime charter fees from August 19 to October 10, or for repairs. CM, Offshore, and Palm filed motions to alter or amend the judgment under Fed. R. Civ. P. 59. The court granted these motions to the extent they sought clarification regarding the court’s order on prejudgment interest. The court determined that the Indemnity Agreement barred CM from seeking repayment for those fees. The court denied the parties’ motions in all other respects. CM appealed from the district court’s judgment and its post-trial order. Finding no reversible error in the district court’s judgment and post-trial order, the Fifth Circuit affirmed. View "Offshore Marine Contractors, et al v. Palm Energy" on Justia Law

In 2011, Catlin (Syndicate 2003) at Lloyd’s (“Catlin”) issued to San Juan Towing and Marine Services (SJT), a ship repair company based on San Jan, Puerto Rico, a marine insurance policy to cover SJT’s floating drydock. After the drydock was damaged and sold for scrap, the SJT filed a claim with Catlin, alleging the total loss of the drydock in the amount of $1,750,000. Catlin denied this claim. Catlin then filed a declaratory judgment complaint against SJT, alleging eight admiralty or maritime claims and seeking to void the policy. SJT filed a separate diversity suit against Catlin seeking recovery for the full insured value under the policy for the loss of the drydock. At trial, the district court concluded that the insurance policy was void ab initio pursuant to the doctrine of uberrimae fidei. The First Circuit affirmed as modified, holding (1) the contract was voidable, not void ab initio; and (2) SJT violated the doctrine of uberrimae fidei in its procurement of the policy, and thus, Catlin was entitled to void the policy. View "Catlin (Syndicate 2003) at Lloyd’s v. San Juan Towing & Marine Servs., Inc." on Justia Law